Electrical signal-operating device



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0. A. & J. P. COX. ELECTRICAL SIGNAL OPERATING DEVIGE' No. 418,910.\gPatented'Jan. 7,1890.

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No. 418,910. Patented Jan. 7, 1890.

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No. 418,910. Patented Jan.'7,1890.

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0. A. & J. P. COX. ELEGTRIGAL SIGNAL OPERATING DEVICE.

No. 418,910. Patented Jan.7,1890.

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G. A. 85 J. P. COX. ELECTRICAL SIGNAL OPERATING DEVICE. No. 418,910.Patented Jan. 7,1890.

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G. A. & J. PUOX. ELECTRICAL SIGNAL OPERATING DEVICE. No. 418,910.Patented Jan. 7,1890.

llllllfi UNiTEn STATES PATENT OFFICE.

CHARLES A. COX AND JOSEPH FRANKLIN COX, ()F LOUISVILLE, KENTUCKY.

ELECTRICAL SIGNAL-OPERATING DEVICE.

SPECIFICATION forming part of Letters Patent N 0. 418,910, dated January'7, 1890.

Application filed May 11, 1889- Serial No. 310,405 (No model.)

To all whom it may concern:

Be it known that we, CHARLES A. COX and JosEPH FRANKLIN 00X, citizens ofthe United States, residing in Louisville, Jefferson county, State ofKentucky, have invented certain new and usefulImprovemen is inElectrical Signal- Operating Devices, of which the following is a full,clear, and exact specification.

Ourinvention has reference to railroad-signals; and it consists in theimproved constructions and arrangements of parts hereinafter describedand set forth.

In the accompanying drawings, forming part of this specification, Figurel is a plan view of a section of the track, showing in diagram theposition of the signal-operators connections and the relativearrangement of circuit connections and contacts. Fig. 2 is an endelevation of a coal-tender, showing the contacts and circuit-wiresleading therefrom. Fig. 3 is a like view of the locomotive-cab,disclosing the signal device located therein and the circuit-wiresconnected therewith. Fig. at is a front elevation of the signal device,its hinged front being shown as swung open to disclose the interior.Figs. 5, 6, 7, and 8 are detail views of the latch mechanism of thedevice and parts adjacent thereto. Figs. 0 and 10 are detail views ofother parts of the signal device, showing the means employed forreversing the circuit-connections when the position of the locomotiveand tender is changed on the track. Fig. 10 is a detail front view ofparts shown in Fig. 10. Figs. 11 and 12 are respectively side and endviews of one of the rolling contacts carried by the tenderorlocomotive.Fig. 13 is afront ele vation showing an enlarged view of the auxiliarydevice illustrated in Fig. 3. Figs. 14 and 15 are respectively plan andend sectional details of the signaling devices with the airbrakeappliances. Figs. 16 and 17 are respectively a plan and side viewillustrating the application of our improvements to a curve. Figs. 18and 1!) are detail sectional views of the valve portions of theair-brake connections.

Some of the disadvantages connected with signals arranged along the wayare well known, and consist, principally, in the inability of theengineer to always determine and remember the character or purpose ofthe signal. these defects and reduce liability of carelessness orinefficiency on the part of the engineer;

By reference to Fig. 1 it will be seen that the house or station A, inwhich the signaloperator is located, is positioned at any suit-- ablepoint with reference to the track or way A. At the station A arearranged a series of contacts a, four being shown, which form theterminals of a series of wires a. Between the track-rails and at a pointabout opposite to the station A are located two contact-rails A ,whichextend parallel with the main trackrails and with each other, and atsome distance out on the track in both directions is also located acontact-rail A As will be seen, the wires a lead, respectively, to therails A A as shown, and within the station A is a pivoted switch-leverA, adapted to complete the connection from any of the cony 1improvements we remedy tact-rails to a main battery A and from thelatter the connection is grounded.

Each of the contacts A A consists of a base or chair 1, having thelateral portions 2 perforated vertically for the passage of thesecuring-spikes to hold said chair in position upon the ties. Upon itsupper side said chair is provided with two vertical parallel extendingribs 3, which form between them a longitudinal space, in which isarranged an insulating substance at of any suitable character, andserving to electrically insulate the central contact-rail 5, seated andbolted in said chair. The upper or working face of the rail 5 is madetaper in crosssection, for a purpose to be fully explained hereinafter.Each of the contact-rails A A occupies a different longitudinal positionin the way from that occupied by the others.

From the under side of the tender depends a series of metallic hangers BB B B each consisting of a metallic frame having the top plate Z), bywhich it is bolted to the tender, and the vertical parallel sidesections Z) I), each terminating at its lower portion in the horizontalside bar 11 An intermediate horizontal bar serves to brace each frameand perform other functions. 'lransversely the frames are connectedtogether by a cross-bar 19 (See Figs. 2, 11, and 12.) On the upper sideof each bar 12 rest bearing-boxes if, each receiving one of the ends ofa small shaft 79 spanning the hanger and carrying between the frames b ba wheel I2 grooved to conform to the shape of the upper part of thecontact 5. As above stated, each bearingbox b merely rests upon the barZ2 below; hence it is adapted to move vertically, and to provide forsuch movement each box has connected therewith the lower end of avertical rod Z), the upper part of-which plays through an openingtherefor in the bar 12 A coiled spring 19 embraces said rod and has oneend bearing against the bar 11 while the other exerts a downwardpressure upon the box 12 below. 7 In order to guide each box in anyvertical movement, its ends are recessed to receive the adjacentportions of the vertical end parts of the sections 1), so that it is notonly guided, but it is prevented from becoming laterally displaced.

There are two shafts b in each hanger, and hence two wheels 6 On oneside each hanger .carries two leaf-springs I), each secured at its upperend, the lower portion being bent outward, so that its free extremitybears with a yielding contact upon the projecting end of the adjacentshaft. The secured portion of each spring I) is provided with abindingpost or other medium by which a wire I) can be connected thereto.

It will be sufficientfor a proper comprehension of the invention totrace out the circuit and connection of one hanger B with relation. tothe other devices and parts to be described hereinafter. The said wire bhaving suitable provision for insulation, is led to the cab of thelocomotive, within which it first connects with the current-switchdevice 0. This latter is most clearly shown in Figs. 9 and 10, to whichreference may be had at this point. A rectangular case has a series ofbinding-posts '0 located on its top, each of which posts iselectricallyconnected with one of a number of contacts 0, located on theinner side of the back, and each in the form of a metallicbracket-secured at its top and having its depending portion bentoutward. The number of contacts 0 is greater by three than that of thebinding-posts 0. Four metallic arms C'are each pivoted at their lowerends,

near the bottom of the ease, and are centrally connected by a transversebar C of suitable insulating material. The front C of the case isprovided with a curved slot 0 through which extends a stud 0 connectedcentrally to the bar C and carrying on its outer projecting endan-operating-knob 0 A metal plate C4 is mounted upon the front C toslide vertically thereon and is suitably guided, so

that as the pin 0 is moved to the limit of the slot in either directionthe plate can be dropped so as to retain said pin thereat. The upperportion of the plate is bent outwardly to facilitate its manipulation.Four binding-posts c depend from the bottom of the case 0 and are inelectrical connection with the bars C. It will be noticed that theintermediate wires 0, connecting with the posts a and hangers c, arepeculiarly disposed. For instance, the post to the extreme left connectsdirectly with the contact c to the extreme left, but also to the contact0' to the extreme right. The next post connects with. the two contactsnext adjacent to those mentioned, the next post to the two contacts ateither side of the central one, while the post to the extreme right isconnected by a single wire to the central contact.

The bars C, as shown, provide for connections as follows: from the firstpost above to the corresponding one below, and so on. however, shouldthe arms be moved upon their pivots so that. the arm to the extremeright is thrown against the contact to the extreme right, then thecircuit will be established from the upper binding-post to the extremeleftt-hro'ugh the arm and lower binding-post to the extreme right. Thusit will be seen that any circuits established through the several partsare reversed with reference to the bindingposts. The wires b connectwith the lower binding-posts, and the circuit is continued from theupper posts 0 by wires 1) and 0, which connect with the signal deviceand brake-controllin g mechanism, which are relatively arranged as shownin Fig.3. The obj ect in reversing the connections through the medium ofsaid switch is that the electromagnets operating the signal disks andarms (described hereinafter) may always take the current from theircorresponding contactrails located in the track or way, notwithstandingthe fact that the position of the 10- comot-ive may be changed relativeto the track when it reaches the terminal point of its travel, and thuschanging the position of the rolling contacts in respect to their formerposition on the track.

The signal device is best shown in Figs. 4 to 8. Itv is likewisecontained in a case, the front of which is constituted by a door D,hinged and provided with a circular opening c, with or without a glasspanel and a hori zontal slot 6' above and near said opening. Ahorizontal plate E extends across the upper portion of said case, andupon said plate are secured two pairs of horizontal magnets E E eachwith its outer end bearingagainst the side of the case, to which itissuitably secured. Upon the plate 1*, and between the magnets E E are twobrackets E E each consisting of a transverse base portion 6 havingcentrally the short vertical ears 6 and vertical side standards e Thelatter are perforated to form bearings for a rod F, the front depending.portion f of which is extended and carries at its lower end thesignal-disk F. The rear portion,beyond the other standard 6 is bent toform a short inclined arm f which carries a small counter-weightf asshown.

By reference to Fig. 7 it will. be seen that Now,

IIO

the base 6 of each bracketis of such size that. the ears 6 and standardsF. are respectively located on diti'erent sides of said base, and in theears 6" is pivotall y seated thelower end of a vertically-inclined bar Fthe upper portion of which is pierced for the passage of the erankf",formedin the rod F. The position of each bar F is such that it iscentrally between the magnets of each pair, and upon the bar F issecured a transverse horizontal armature F, the extremities of which setopposite the poles of the magnets. The depending portion of thesignal-rod F is bent in the form of an obtuse angle, the lower member ofthe angle being of greater length than the upper. Normally the rodoccupies the position shown in Fig. 4. A small horizontal plate f isconnected to each rod F immediately above the signaldisk, and each ofthe said plates carries a word or legend indicative of the character ofthe signal-disk below. Thus the plate of the disk located to the left ofthe opening 6, and which is intended to refer to the cautionary signal,will contain the word Caution, while the disk to the right of the saidopening, designed to act as the danger-signal, will be ac companied by aplate containing the word Stop. Each disk sets in a vertical planeslightly in advance of the rod carrying it, so that there is a smallspace between the rod and the plate carried on the upper side of thedisk. An angular plate F extends rearwardly from the upper edge of theopening 6, and its vertical portion carries on its front face some wordindicative of the way or track being clear and corresponding with thewhite signal in existing systems. The relative position of the parts issuch that when one of the rods is swung to display its signal its platewill pass to a position in front of the vertical part of the plate F,and not only mask the word thereon, but exhibit its word in lieuthereof.

On one side of the caseis secured a bracket g, upon which is mounted apair of vertical electro-magnets G, each having its pole upon the upperside. A bracket g depends from the under side of the plate FE, and inthis bracket is pivotally mounted a horizontal lever G, the free end ofwhich carries an armature immediately over the pole-piece of each magnetG. The inner end of this lever has connected thereto the lower end of avertical bar which plays through an opening therefor in the plate E Uponthe plate E and upon the brackets E E" is secured a vertical frame F,Fig. 8, which comprises a basef perforated at each side to enable theframe to be secured in position, two vertical side bars f, connectedtogether at their top and centers by cross-bars f. As will be seen inFigs. 4, 6, and 8, the bar g plays through an opening in the base f andcross-bar f above which said bar g carries a cross-head g", the extendedends of which pass through vertical slots .by pipe j to the mainreservoir.

in the side bars f. Upon the cross-bar f rest two horizontal bars f fwhich are arranged with their broad sides parallel and vertical, andeach bar f f carries in its upper edge two notches f f". Each bar f fhas one of its ends connected to the upper part of one of the bars F theconnection being an alternate one, so that the movement of one of thebars F only aetuates one of the b fl-lflfi A small metal bracket 7L issecured on the under side of the plate E and is so positioned that aspring-extension h on the end of the lever G is adapted to contacttherewith whenever the armaturc end of said lever is depressed. Analarmbell circuit has its respective wires 7L2 7L2 led through suitableinsulated bearings 71 in the side of the case and connected to thebracket h and extension 7t.

The main portion of the brake-controlling mechanism is a case containingparts in most particulars like those in the signal-case. The differencesconsist, principally, in the fact that in the case of the brakemechanism but one pair of magnets is provided above the dividing-plateand other features are reduced to a basis only required to operate asingle signalrod and its disk. Of course this admits of the case beingof reduced width, resulting in the inspection-opening in the front beinglocated at one side. The top ll of the case is provided with an extendedslot 2', (see Figs. 14 and 15,) through which extends a stem 2', carriedintegrally by the armature-carrying bar below, and the upper end portionof this stem z" is bent to form an engaging-ear An antifriction roller2' is supported in position by a shoulder formed on the stem. As isgenerally well known, and particularly to those acquainted with theconstruction and operation of the \Vestinghouse air-brake system, thebrakes are automatically applied by exhausting air from the mainbrake-pipe, either from a valve located in the engine-cab or from whatis known as a-conductors valve. The brakes are operatednon-automatically only when the air from the main reservoir is liberateddirectly through the main brake-pipe and operates directly upon thepistons in the brake-cylinders. This being understood, it will only benecessary to specify those parts more immediately located and operatedwith the brake-controlling mechanism in conjunction with the signaldevice in order to secure a proper understanding of the relativeimportance of the construction.

I refers to the engineers valve, connected As usual, the main brake-pipeJ leads from the valve l, and the latter, as will be remembered, is soarranged that it can be operated to admitair direct to the pipe J fromthe main reservoir or cut off the supply from said reservoir and thenexhaust the air in the pipe J by discharging it to the atmosphere.

In order to adapt our improvements to existing requirements,we providewhat may be termed a loop branch pipe K, one end of which taps the pipej, while the other end connects with the main brake-pipe. The upperhorizontal portion is of the loop contains two bosses Z m, designed tocontain plugvalves 02 0. The arrangement of ports on said valves is bestshown in the detail sectional plan views, Figs. 13 and 19, wherein itwill be seen that the valve 'n has simply a transverse port, while thevalve 0 has a T- shaped or three-Way port. The boss m is provided with adischarge-opening g at one side. The valve 0 is simply provided with athumb-nut or head q to enable it to be turned. The valve n has on itsupper side two ears n, in which is pivoted anangular handle of, theextended portion of which is intended to extend beneath the ear 1' andin contact with the anti-friction roller i The side of the handle a isplane-faced in order that it may have a proper bearing against theroller. A torsion-spring n embraces and is secured to a short standarda, mounted on the boss Z, and the free end n of said spring is extendedhorizontally to bear against the handle M, and tends to throw saidhandle in the direction indicated by the arrow, Fig. 14. An eye a on theside of the handle enables a hook n on the top of the case to engage thehandle and retain it in the position in which it is represented in theseveral figures when the automatic action of the valve n is not desired.

The several circuits for actuating the sig' nal device andbrake-operating mechanism maybe traced as follows: Two binding-posts 0 Oon the top of the case and a postO on the side thereof have eachconnected thereto one of the signal-wires. Take, for instance, thecircuit controlling the cautionary-signal disk. The wire passes from thebinding-post O to the coils of the magnets E of that signal, and fromthe latter through the coils of the latch-operating magnets G, throughthe post 0 also on the side of the case, then through the metal of theengine and. track-rails, and

from the latter to a suitable grounding-wire.

The circuit for the other pair of magnets E is similarly formed, thelatch-operating magnets being also included therein. The circuit that isled from the post 0 only passes through the coils of the magnets G andto ground through post 0 so that it only operates the latch to liberatethe signal previously exposed, allowing it to return to a normalposition and enable the unobstructed opening and the indicator back ofthe same to serve as the white or clear signal. Of course but a singlecircuit is required to operate the brake-operating mechanism, and thisis secured by wire passing to post 19, from this through coils of signaland latch magnets, and grounded from the latter, as in the previouscase.

From the detailed description furnished up to this point it will not bedifficult to underpair of magnets.

' devices in an exposed position. thereafter as the latch is raised forthe purpose of operating the cautionary or the clear sition showr inFig. 19. latch and signal of the brake-operating de- =vices are operatedwithin the case the stem,

stand the method of operation. The signaloperator, desiring to give apassing train the red or stop signal, moves the switch-lever A so as tocomplete the circuit at this point. As soon as the contact in circuitwith the red signal passes over the rail A the circuit is instantlycompleted, the magnets E and G energized, the inner end of the lever Gelevated to lift the cross-head g out of the notches of the bars f f andthe notched bar connected to the armature-bar adjacent to the poles ofthe magnets E will be drawn with said armature-bar in the direction ofthe pole of the magnet until the second notch r arrives at the pointlately occupied by the first one, and yet registering with the firstnotch of the undisturbed bar of the other The rapid movement of thelocomotive and its tender results in but a momentary completion of thecircuit, and

hence it is that the instant the second notch has come into position themagnets E and G have lost their energy, and the cross-bar g of thelatch, through its intermediate connections, is permitted to droptransversely into the notches and thus lock the red signal As soonsignal the counter-weight f 3 carries the redsignal rod and its disk totheir first position.

The crank and inclined portions of each signal-rod arewhat secures thenecessary positions of the signal-disk under the power exerted by themovement of each bar F The elevation of the inner end of the lever Gcauses the extension thereon to contact with l the bracket, and thusclose the circuit through the local battery and bell, and providing anaudible signal to attract the attention of the engineer to the signalgiven. The wire 4, connecting with the post p of the brake-operatingmechanism, is led from the track-contact, arranged independent of theengineers control. When the brake system is to operate automatically,the valve-plugs are in the po- The moment the with its anti-frictionroller, is thrown to the position represented by dotted lines, Fig. 13,

the handle and its valve n and open a direct passage to the brakepipefor the admission of air from the main reservoir. It will thus be seenthat the operation of the valve n is automatic whether the brakes are tobe actuated on the automatic or non automatic principle. The hingefeature of the handle enables it to be disengaged at any time from thestem.

The completion of the circuit through the signal and brake operatingdevice, as before.

stated, is so brief that the counter-weight of each signal-rod tends toeffect the recession of the bar F and latch-barf and f simultaneous withthe descent of the cross-head of the latch. Unless some specialprovision were made there would be a liability at times of thecross-head not dropping squarely into the notch below, but of catchingon the sides thereof. This, we have found, can be avoided by making themovement of the bar f f toward its magnet such that it carries its notchslightly beyond the point beneath the cross-head, or by making the notcha little larger than the said cross-head. This arrangement insures thatthe slight receding movement undergone by the bar f f before thecross-head has reached it in its descent will be sufficient to securethe perfect action of the cross-head in dropping into the notch. In Fig.13, where the latch-retaining bar has only one notch, the cross-headwould be liable to bind upon the upper face of the notch-bar were it notfor the fact that the said upper face is inclined toward the notch, andthus assists in guiding the eross-head back into the notch.

In Figs. 16 and 17 we have represented our improvements in connectionwith a railroadcurve. In such case a contact-rail T is located in theway at each end of the curve, and these said rails are connected with alocal battery T, located adjacent to the track and suitably protectedfrom the weather, &c. Now, as soon as a locomotive passes onto thecontact-rail at each end of the curve a circuit is completed through therails T and battery T, locomotives, and one of the track-rails, and thebrake-operating mechanism in both locomotives simultaneously operated,and the two locomotives brought to a full stop before they will havereached a point in the curve where a collision would have been imminent.

It will be noticed that the two contact-rails T are so extended that theengineer of a locomotive will be assured a prolonged protection untilthe engine will have reached such a point in the curve that the balancecan be passed over with safety.

By having the upper working-faces of the contact-rails tapering, asstated, and the grooves in the contact-wheels corresponding therewith,all accumulations of ice, snow, or dirt will be readily cut or crushedtherefrom, so that a perfectly-operating circuit will always he assured.The presence of two contact-wheels in each hanger enables a contact atall times, for should some foreign substance lodge on the railwhile theforward wheel was tact and be performing a circuit-maintaining function.

From the foregoing it will be apparent that by the lll'lDiOVGlllGl'l'LSherein set forth a complete signaling system can be established andmaintained on the most extensive lines of railroad, and that while thedevices themselves are small and inexpensive they can be relied upon tooperate effectively at all times and under all conditions. \Vhat is mostimportant of all, the engineer can be signaled within his cab, so thatthe signal will be permanently before him.

e do not limit ourselves to the particular arrangement and constructionof devices herein described, as it will be evident that numerousmodifications and changes may be resorted to without departing from thespirit of our invention. The contact-rails may be located at anysuitable point or points in the road or way. Referring again to Fig. 1,it will be seen that each contact-rail is provided at each end with aguard-flange, which in= sures the contact-wheel passing properly ontothe tapering portion of the rail. flange or guard comprises twooutwardly-diverging portions 15 It. To co-operate with these guards, wehang each contact-wheel so that it will have a limited lateral play, andthus be enabled to be properly adjusted with reference to the contactportion of the rail.

A second anti-friction roller i is mounted on the stem Z below theslot-ted top of the case, and this said roller bears against alongitudinal plate iisecured on the inner face of the top of the case.This arrangement not only serves to brace the stem in its relativeposition .in the slot, butalso adds to the easy movement of the same.

\Ve do not herein specificall y claim the devices and appliances forcontrolling the brakes, nor the application thereof in automaticallystopping locomotives, as the same forms the subject-matter of a separateapplication for Letters Patent filed May 18, 1889, Serial No. 311,214,granted November 5,1889, No. 414:,295.

\Ve claim- 1. The combination, in a railroad signaling system, of atrack or way, a locomotive or car moving thereon, aplurality of partialelectric circuits having their terminals included in the track or way, abattery external to the locomotive or car, switch-connections forincluding saidbattery in any of said partial circuits, anelect-rieally-operated device having a plurality of visual signals andindependentlyoperated actuating means therefor, and lower contacts tocomplete the partial circuit through the signatoperating devicescorresponding therewith, substantially as set forth.

2. The combination, in a railroad signaling system, of a track or way, alocomotive or car moving thereon, auxiliary contact-rails in the trackor way and having tapering workingfaces, a plurality of partial electriccircuits The said ICO each having terminals connected with one of 5 thecontacts and including a battery external to the locomotive or car, anelectrically-operated device on the locomotive or car containingaplurality of independently-opcrated signals, and contacts correspondingwith each signal to close the circuit through its respect ivecontact-rail, substantially as set forth.

3. The combination, in a railroad signaling system, of a track or way, alocomotive or car moving thereon, auxiliary contact-rails located insaid track or way and each having a tapering working-face, a pluralityof partial electric circuits, each having terminals con-. nected withone of the contacts, and a battery therefor external to the car orlocomotive, an electrically-operated device on the ear or locomotiveprovided with a plurality of independently-actuated signals, andcontacts corresponding with said signals, and each having successiverollers adapted to close the circuit through the particular contact-railand signal, substantially as set forth.

4. The combination, in an electrically-operated railroad signal device,of an armaturebar carrying a notched plate, a vibrating signal-rod andits signal-disk operated by said armature-bar, an electro-magnet, and alatch for locking said notched plate at the limit of its movementineither direction, substantially as set forth.

5. The combination, in an electrically-op-. erated signal device, ofdistinct signal rods and disks adapted to vibrate, as described, magnetsand armature-ha rs for independently operating said rods, andindependentnotched plates connected to said armaturebars, and a latchcommon to the notched plates, substantially as set forth. l

6. The combination, in an electric railroadl signal, of a case having anaperture for both signal-disk and indicator-plate, a signal-rod and adisk in a different vertical plane, and an angle-plate secured to therear of the casedoor and having its vertical indicator portion adaptedto be masked by the indicator-plate when the signal-disk moves intopositipn, substantially as set forth.

'7. The combination, in an electric signaling device, of anelectro-magnet, armaturebar, and disk-carrying rod, a frame F, havingcross-bar f a vertical latch-bar playing in said frame and having anengaging portion, an d a notched bar connected to the armaturebar andsupported upon the bar f beneath the engaging portion of the latch,substan= tiallv as set forth.

8. The combination, in an electrically-operated signaling device, of anarmature-bar carrying a notched plate, a vibrating signalrod, and itssignal-disk operated by said armature-bar, an electro-magnet, and alatch for locking said armature-bar, as described, together with acontact portion for closing a local alarm-circuit upon the movement ofthe latch, substantially as set forth.

9. The combination, in an electrically-operated signaling device, of theindependent magnets E IL and signal rods and disks operated thereby,notched bars, magnet G, in circuit with both magnets E E latch operatedthereby, and a distinct circuit through the magnet G only, substantiallyas set forth.

In testimony whereof we have signed our names in the presence of twoWitnesses.

CHARLES A. COX. I JOSEPH FRANKLIN COX. lVitnesses:

L. R. MOCLEERY, WILLIAM CAXTON.

